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For over a decade UK legislation has existed which grants powers to English Local Authorities to implement a Workplace Parking Levy (WPL). Despite positive experiences in Australia of utilising area wide parking space levies to pay for public transport improvements, only one UK local authority to date (2017), Nottingham City Council, has chosen to implement a WPL. The Nottingham WPL scheme is intended to act as a transport demand management measure as well as a core funding mechanism for transport improvements including two new tram lines. Acceptance by the public and the business community is a key barrier to implementing a WPL. The two major criticisms of the Nottingham scheme prior to its implementation were that a WPL would discourage business investment and thus damage the economy while its intended impact on traffic congestion would be minimal. Therefore, a comprehensive evaluation of the Nottingham WPL scheme s performance is essential in order to facilitate transferability of this approach to other UK and European Cities. This thesis contributes to the wider WPL evaluation project by evaluating to what extent the Nottingham WPL has met three key objectives identified for the scheme which address the impact on congestion, transport mode share and inward investment. This research utilises a theoretical evaluation approach, a Theory of Change approach strengthened by elements of Realistic Evaluation . This approach provides an appropriate framework for evaluating progress towards the three key objectives by identifying a plausible model for change and expected impacts for the Nottingham WPL and the transport improvements which it part funds. This model or Theory of Change , is then tested to understand if the scheme is achieving the desired impacts by analysing appropriate indicators to measure and attribute change to causal factors. Methods used to facilitate this research include, benchmarking indicators against similar UK Cities, questionnaire surveys to assess the reasons for mode switch, time series modelling of the impact on congestion and a consideration of the reasoning behind investment and de-investment decisions made by businesses in Nottingham. It is concluded that while the WPL and its associated transport improvements are resulting in congestion constraint and mode shift away from commuting by car, these impacts are being reduced by the presence of exogenous change notably, economic and population growth, short term disruption to the road network resulting from roadworks associated with the construction of transport improvements and suppressed demand for commuting by car. Additionally, this research shows that there is a body of evidence which demonstrates that the WPL has not negatively impacted on levels of inward investment and that there is some evidence to date that suggests the improved transport system facilitated by the WPL is attractive to potential business investors.

Prior to giving birth, sows are normally confined in crates. One of the current aims in pig production is to develop an alternative farrowing system in which the sows are unconfined and grouped together. The aim of the new system is to improve the welfare of the sow and litter whilst maintaining high levels of productivity. Four studies were conducted to document the nest building and social behaviour of sows so that the system can be designed to suit their needs. The fifth study compared the productivity of unconfined individual and grouped sows with confined sows. Study 1. Six sows were housed in a pen which contained a sand floor and straw dispenser. Nine and a half hours before farrowing the sows displayed rooting, pawing and straw carrying and removed 23 kg straw to build a nest with hollow, straw lining and nest rim. Six sows were presented with similar nests. Nest building behaviour was affected by feeding behaviour. Study 2. Sixteen sows were presented with a hollow (H), a mattress (M), a nest box (B) which represented the 3 nest features and a control (C). Farrowing site preference was (H) 6, (M) 6, (B) 4 and (C) 0. In trial 2, (C) was replaced by a straw area (S), all 16 sows farrowed in (S) when it contained 4.5-18 kg straw. At 2.25 kg preference was (H) 1, (M) 3, (B) 1, (S) 3. Nest building behaviour was not affected by the amount of straw in (S).Study 3. Four previously confined and 3 unconfined sows were housed in a pen which included a straw (S), a central food (F) and a control (C) area. Entry into (S) and (C) was contingent on 10 panel presses. Food was delivered into (F) every 2 hours. The sows pressed the panel for (S) more than (C). Nest builidng behaviour was affected by feeding behaviour. Confined sows tended to show more behaviour associated with the straw. In trial 2, 5 sows were housed in pen which included a straw (S), a central (C) and a food (F) area. Cost of entry into (S) and (F) was gradually increased. Food was delivered into (F) every 45 mins. The fall in work rates for straw and food were similar as the cost was increased. The work rate for straw was increased 24 hours before farrowing. Study 4. Twenty-two sows were paired with an unfamiliar conspecific in pens which contained 2 strawed lying areas. As farrowing approached, the sows spent less time lying together and the aggressive behaviour of 12 dominant prepartal sows increased significantly. The level of aggression was significantly reduced in 11 dominant prepartal sows paired with unfamiliar conspecifics in modified pens and between 9 pairs of pre-partal sows which were familiar with each other. Sows were observed to lie together at farrowing and to farrow in more than one lying area. Study 5. Appetite and piglet mortality was compared for 43 sows in straw pens, 51 sows housed with pen-mates in straw pens and 50 sows in farrowing crates. Appetite was not reduced during the periparturient period or affected by pen type. There was no difference in the number of piglets which died during the first 24 hours after farrowing in the 3 pen types. Sows in farrowing crates tended to have more stillborn piglets.

Urban public open spaces mirror the complex processes of urban societies and embed themselves deep within the character of a city. The quality and character of these spaces have an effect on people’s experience of urbanity (Montgomery, 1998). The concept of urbanity in its simplest form is the experience of urban life, this experience is made up of different spatial and social components that combine to provide a person with a certain type of experience. Drawing on public life study data gathered through observation methods, this research examines the urban design and urbanity qualities of public open spaces and attempts to provide design recommendations at both a low budget and high budget scale that can enhance the experience of urbanity for the user, exemplified in this research through a case study of Addington, Christchurch. The discussion advances theory around designing for urbanity and the use of low budget design solutions to test urban design ideas before permanent solutions are implemented, creating a successional urban design process. This urban design process has the potential to assist urban designers, landscape architects and property developers in sourcing solutions to urban design problems through low budget means in today’s austere economic conditions.